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United States Patent |
5,076,052
|
Wildner
|
December 31, 1991
|
Blocking device for fan ramjet engines
Abstract
First and second axially adjustable rings, each ring having a front and
rear end, function together in a telescopic manner for blocking and
exposing an annular inflow surface in a combined turboramjet engine. The
annular inflow surface is blocked by the device when a basic engine and
fan are inoperative to direct ram air through a ring duct to a ramjet
combustion chamber. When in an inoperative position, the first and second
rings are moved above one another into an intermediate housing with their
front ends and a flow divider forming a lug edge and, when in a blocking
position of the annular inflow surface, each ring is moved out of the
intermediate housing to a different degree. The first ring is moved out
farthest and has an end surface mating with the local oblique contour of
the front wall.
Inventors:
|
Wildner; Walter (Munich, DE)
|
Assignee:
|
MTU Motoren- und Turbinen Union Muenchen (DE)
|
Appl. No.:
|
505698 |
Filed:
|
April 5, 1990 |
Foreign Application Priority Data
Current U.S. Class: |
60/244; 60/767 |
Intern'l Class: |
F02K 003/02 |
Field of Search: |
60/224,225,270.1,244,245
415/150,157,158
|
References Cited
U.S. Patent Documents
4909031 | Mar., 1990 | Grieb | 60/225.
|
Primary Examiner: Casaregola; Louis J.
Assistant Examiner: Richman; Howard R.
Attorney, Agent or Firm: Evenson, Wands, Edwards, Lenahan & McKeown
Claims
What is claimed:
1. A device for blocking and exposing an annular inflow surface in a
combined turboramjet engine having an engine inlet, including a basic
turbo engine of an internal engine circuit having an airflow duct with a
front wall having a local oblique contour, an intermediate housing
functioning as a flow divider having a lug edge, said inflow duct formed
between the front wall and the intermediate housing, a ring duct of an
external secondary circuit having an interior wall and an exterior wall,
the external secondary circuit including a ramjet combustion chamber, a
fan driven by the internal engine circuit for delivering fan air into said
ring duct and said annular inflow surface, wherein said annular inflow
surface is located between the front wall and the lug edge at an opening
in said interior wall forming an inlet for said inflow duct, said annular
inflow surface being blocked by the device when the basic engine and fan
are inoperative to direct ram air through said ring duct to the ramjet
combustion chamber,
wherein the device comprises at least first and second axially adjustable
rings, each ring having a front and rear end, functioning together in a
telescopic manner such that when in an inoperative position, the first and
second rings are moved into said intermediate housing above one another
with the front ends and said flow divider forming the lug edge and, when
in a blocking position of the annular inflow surface, each ring being
moved out of the intermediate housing to a different degree, said first
ring being moved out farthest and having an end surface mating with said
local oblique contour of said front wall.
2. A device according to claim 1, wherein the blocking device is
constructed and arranged behind a front compressor fan of the engine at a
duct branching between the ring duct and a high-pressure compressor of the
interior engine circuit.
3. A device according to claim 1, wherein the first and second rings are
simultaneously driven at different adjusting speeds.
4. A device according to claim 3, wherein an adjusting force for moving the
first and second rings is transmitted from one point by means of a
flexible shaft to several adjusting gears uniformly distributed in a
circumferential manner around a cross-section of the combined turboramjet
engine, further comprising, nuts having ball roller spindles rotatably
disposed in the nuts, said nuts being driven by the adjusting gears, each
nut and ball roller spindle separately acting upon one of said first and
second rings.
5. A device according to claim 1, further comprising an annuls (R) between
the ring duct and the interior engine circuit; and a drive and adjusting
device system for moving at least one of said first and second rings being
arranged inside of said annular.
6. A device according to claim 4, wherein the adjusting gears in which the
ball roller spindles are each disposed extend approximately in parallel
with respect to the engine axis and are arranged at a housing section of
the engine which is part of the interior wall of the ring duct.
7. A device according to claim 1, further comprising an axially movable
slide being divergently/convergently shaped in a downstream direction,
said slide being connected behind the basic engine symmetrically with
respect to the engine axis, wherein during an exclusive ramjet operation,
said slide blocks an annular nozzle outlet opening of the basic turbo
engine with respect to the ram air flow which flows together from the ring
duct downstream of the slide.
8. A device according to claim 1, wherein in the blocked position and when
the engine is switched to ramjet operation, said first and second rings
are cooled by means of air having an appropriate pressure and temperature
level, said air being bled from the engine inlet in the manner of a
cooling film.
9. A device according to claim 8, wherein the required cooling temperature
of the bled air is obtained by way of a heat exchange process of the bled
air with the fuel that is carried along, such as hydrogen.
10. A device according to claim 2, wherein a sloped end of the front wall
is a component of the duct branching which forms said inflow duct for the
high-pressure compressor of the interior engine circuit, said inflow duct
being sloped from the exterior top to the interior bottom in the
downstream direction of the engine axis.
11. A device according to claim 10, wherein a drive shaft, extending
diagonally from the interior front to the exterior rear of the engine, of
an engine apparatus support is arranged directly behind the intermediate
housing containing the rings, said drive shaft being guided through a
supporting blade at the high-pressure compressor inlet, through a section
of the annulus (R) and further through a supporting blade penetrating the
ring duct.
12. A device according to claim 1, wherein mechanical adjusting devices
such as tension-pressure rods for the first and second rings, are
sealingly guided through corresponding wall sections of the intermediate
housing.
13. A device according to claim 2, wherein the rings in their telescoped
inoperative position from a lug edge of the flow divider which
aerodynamically is closed in an optimum manner with one group of their
ends (E1, E2) together with adjacent surface portions of the intermediate
housing.
14. A device according to claim 1, wherein the blocking device is
constructed and arranged behind a front compressor fan of the engine at a
duct branching between the ring duct and a high-pressure compressor of the
interior engine circuit.
15. A device according to claim 5, wherein the adjusting gears in which the
ball roller spindles are each disposed extend approximately in parallel
with respect to the engine axis and are arranged at a housing section of
the engine pertaining to the interior wall of the ring duct.
16. A device according to claim 2, further comprising axially movable
mushroom-shaped slide which is axially symmetrically connected behind the
basic engine, this slide, during an exclusive ramjet operation, blocking
an annular nozzle outlet opening of the basic engine with respect to the
ram air flow which flows together from the ring duct downstream of the
slide.
Description
BACKGROUND AND SUMMARY OF THE INVENTION
The invention relates to a device for the blocking of a cylindrical inflow
cross-section which is constructed between an interrupted interior wall of
an exterior secondary duct and an interior engine circuit of a turbo fan
ramjet engine.
Recently, combined turbine ramjet engines have been regaining importance,
specifically within the framework of so-called "supersonic flight
concepts" with an extremely high mission spectrum from take off to a high
supersonic speed at high flying altitudes (up to an altitude of
approximately 30 km). Among other concepts, the hypersonic flight concepts
include a space flight equipment concept (Sanger Project) which, as will
be described in the following, amounts to a two-stage concept. The first
stage is to be carried by a flight apparatus which operates only within
the atmosphere, while the second stage is based on a useful-load flight
apparatus which is taken along in a "piggyback" manner by the mentioned
flight apparatus. The useful-load flight apparatus, for use in space
missions, has the purpose of continuing its assigned flight path on its
own in the upper range of the atmosphere by way of a suitable rocket
propulsion system. The flight apparatus responsible for the first stage
must therefore be able to return, must be reusable, and carries out take
offs and landings like a conventional airplane.
In the case of combined turbine ramjet engines which are to be used, for
example, for a flight apparatus of this type, the turbojet engine must
generally be switched off continuously, and the respective ramjet engine
must be switched on continuously when a flying speed of approximately Mach
3 is reached in order to reach the desired high supersonic or hypersonic
speeds of up to Mach 4.5 or even higher only by means of the ramjet
engine. Flying speeds of approximately 2 Mach or even higher may be
reached in this case in a combined operation of a"jet engine with a
switched-on afterburner". The afterburner which is advantageously
connected behind the jet engine part for this purpose and, as necessary,
is acted upon by a combination of compressor or fan air and engine exhaust
gas, may form the driving system for the ramjet operation by means of the
connection of additional fuel injection devices, in addition to flame
stabilizers, with a correspondingly apportioned exclusive supply of
ambient air when the turbine jet engine part is disconnected.
For the mentioned uses, a combined fan ramjet engine has been suggested
having a front fan driven by a basic engine comprising the gas generator,
this front fan delivering air into a secondary duct sheathing of the basic
engine and thus providing the main propulsive thrust in the subsonic
operation. With a correspondingly adapted inlet and propelling nozzle
geometry, in the case of the concerned engine, the basic engine with the
fan must be switched off or shut down in the hypersonic operation, in
which case, the exterior secondary duct will then be acted upon by the
necessary ram air which, downstream of the basic engine end, is to be
supplied to the supplementary combustion chamber for the ramjet operation.
In this connection, the required blocking devices or device of the basic
engine part have a very special significance. In the blocking or locking
position of the basic engine during ramjet operation, the basic engine
must be impaired as little as possible by the comparatively high
temperatures of the ram air (approximately 1,700 degrees C.). This also
applies to the blocking devices proper which must be constructed to be
correspondingly rugged and reliable. However, at the same time, they must
ensure that, for example, in the subsonic operation, a perfect release is
possible of the air supply from the fan into the exterior engine circuit
(secondary duct) and into the internal engine circuit (basic engine) in
correspondingly apportioned quantitative portions.
For this purpose, it may now be suggested to use centrally arranged as well
as axially movable annular slides or swivel flaps which had become known
in so-called "compound engine concepts" with variable power apportioning,
with the purpose of selectively blocking or exposing, for example, a given
interior-wall duct breakthrough as well as a, for example, annular inflow
duct to the basic engine at the secondary duct--downstream of the fan. The
annular slide concept, among other disadvantages, would have disadvantages
with respect to relatively long axial adjusting paths as well as with
respect to a relatively large installation volume which in many cases is
not available for constructive reasons. A relatively large slide volume,
in turn, would result in a comparatively high slide weight. The flap
concept, among other disadvantages, would have the disadvantage of a
relatively complicated construction which is susceptible to disturbances
and requires a large amount of space, also with respect to the adjusting
mechanism. The flaps, in this case, in a manner similar to propelling
nozzles, would reach into or over one another in all positions--as a
rotationally symmetrically close composite. Locally absolutely necessary
sealing requirements and the mentioned temperature obstacles would also
result in considerable technical implementation problems. The large number
of different components which, in this case, results in a comparatively
high susceptibility to disturbances which, in turn, make it impossible to
exclude a comparatively high risk of foreign-body damage to the basic
engine, particularly to the high-pressure compressor
In addition to the disadvantage of a comparatively high weight, an
additional significant disadvantage of both concepts (annular slides or
flaps) would be that, in each case, a blocking adjustment would have to
take place in a relatively large-surface manner against an existing gas
flow so that, in addition to a power-dominating, heavy construction,
relatively high driving forces would also have to be applied to the
adjustment.
It is an object of the invention to provide a blocking device of the
initially mentioned type by means of which, while the construction is
reliable, relatively simple and light-weight, a large-surface annular
inflow cross-section can be blocked or exposed taking into account the
relatively small available installation volumes in the engine.
According to the invention, this object is achieved by blocking device
rings which are pushed into one another in an intermediate housing
constructed as a flow divider, these rings being axially moved out of the
intermediate housing by different distances with mutual surface contact,
for the blocking of the inflow cross-section.
By means of utilizing a frequently existing intermediate housing section as
a flow divider, the rings can securely be stored above one another and
still provide a low length requirement for the installation. For blocking
the inflow cross-section, the rings can therefore be axially moved with a
relatively low aerodynamic resistance into a locally divided course of the
existing compressed-air flow which results in a lighter design of the
rings as well as in a relatively low adjusting power requirement.
Furthermore, a driving and adjusting device arrangement which is
decentralized with respect to the engine may advantageously be provided,
while utilizing ring-shaped installation volumes generally available at
the engine side between the secondary and the primary circuit (secondary
duct/basic engine).
The invention therefore, for example, offers the advantage that a blocking
or closing device for the high-pressure compressor of the basic engine can
be achieved without any unnecessary axial lengthening of the engine. The
invention can therefore also be used advantageously when only extremely
narrow space conditions are available in the engine.
The required displacement of the rings may be carried out by way of several
actuating rod linkages which, at the rearward end, are connected to a ball
roller spindle. In this case, the nuts of all ball roller spindles are
disposed in gears which are connected by a flexible shaft existing along
the whole circumference and are driven at one point. The driving may take
place pneumatically, hydraulically or by means of an electric motor.
Since, during the same length of time, the closing rings must be moved out
by different distances, the ball roller spindles for the respective
interior and exterior ring are provided with different slopes.
The possibility also exists according to the invention to drive only the
ring having the longest adjusting path and to pull along the respective
other ring. For this purpose, the invention provides respective pull-along
connecting devices which, in a very general sense, might be described as
groove-and-tongue connections; i.e., pins or driving lugs are provided at
the respective ring with the longest adjusting path, which can engage in
correspondingly assigned axial grooves of the other ring which is to be
pulled along.
As a further development of the basic idea of the invention, the respective
actuating rod linkages or the compression-tension rods may be sealingly
guided in the area of penetration at the intermediate housing wall, so
that occurring leakage air can only reach the corresponding interior
branch duct of the basic engine.
The ring construction of the blocking device according to the invention is
characterized by a small number of components so that the risk of
susceptibility to disturbances is low and there is also no danger that
component breakages or the like may occur which may have the result that
fragments may fly into the high-pressure compressor of the basic engine.
Other objects, advantages and novel features of the present invention will
become apparent from the following detailed description of the invention
when considered in conjunction with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic, longitudinal, sectional view of the arrangement of a
device at a combined fan ramjet engine, constructed according to a
preferred embodiment of the present invention;
FIG. 2 is a schematic sectional view of a first embodiment of the device
with a radially exterior engine section which, with respect to parts, is
enlarged in comparison to FIG. 1;
FIG. 3 is a view of a second embodiment of the device with a radially
exterior engine section which, with respect to parts, is enlarged in
comparison to FIG. 1;
FIG. 4 is a view of a third embodiment of the invention based on essential
characteristics of FIG. 2, however, basically as a further modification of
FIG. 2 and 3 as a "ring pull-along" variant within the framework of a
radially outside partial cutout of the engine which is significantly
enlarged in comparison to FIG. 1;
FIG. 5 is a local overall circumferential sectional view taken along
section A--A of FIG. 2, detailing the driving and adjusting system of both
rings;
FIG. 6 is a view of an adjusting gear which, for a simpler representation,
is projected into the plane of the drawing here with an adapter gear
introducing and distributing the driving power, as a sectional
representation on the side of the housing in order to clarify some
details; and
FIG. 7 is a sectional representation predominantly on the side of the
housing which here is also projected into the plane of the drawing, of one
of several adjusting gears, according to FIG. 5, uniformly arranged along
the circumference of the housing with a local distributor gear to two
adjacent adjusting gears of this type.
DETAILED DESCRIPTION OF THE DRAWINGS
FIG. 1, as an example for implementing the device according to the
invention, shows a combined fan ramjet engine in a three-shaft
construction. This engine comprises, among other components, a front fan 7
with two successive impellers with rotor blades 29, 30 through which the
flow moves axially. Combined supporting-aligning blades 29 of the front
fan 7 are arranged on the inlet side. The front fan 7, in the subsonic
operation and, if necessary, when the afterburner (supersonic flight
operation) is switched on, delivers air into an exterior secondary duct 2
sheathing the basic engine and into an inflow cross-section Z exposed by
means of the device which will be explained below, into the basic engine.
For a sole ramjet operation and while the basic engine including the front
fan 7 are shut down, the above-mentioned inflow cross-section Z must be
aerodynamically optimally blocked flush with the surface, so that ram air
which is collected from the engine inlet which is not shown and thereafter
is compressed further, by way of the secondary duct 2, can be supplied to
a suitable supplementary combustion chamber. In a manner not shown in
detail, the afterburning and supplementary combustion chamber may be
formed of fuel injection rings with flame stabilizers connected behind
them which, corresponding to the flight mission requirement, can be
supplied with fuel more or less by way of the injection rings. This
afterburning and supplementary combustion chamber aero-thermodynamically
may be arranged downstream of the nozzle-side exhaust gas outlet 27 of the
basic engine inside a jet pipe connected behind it with the assignment of
a correspondingly variable propelling nozzle. According to FIG. 1, the
basic engine also comprises the gas generator which, in turn,
comprises--viewed from the left to the right--a multi-stage axial
compressor 9, an annular combustion chamber 31 and a single-stage
high-pressure turbine 32 which drives the high-pressure compressor 9 by
way of a common drum-type shaft 33 of the gas generator. The high-pressure
turbine 32 is aerodynamically followed by a single-stage medium-pressure
turbine 34 through which the flow passes axially and which, by way of an
interior hollow shaft 35, drives the fan part having the blading 30. The
basic engine also comprises a dual-step low-pressure turbine 36 which, by
way of an additional hollow shaft 37 extending through the hollow shaft
35, drives the remaining front part of the compressor having the rotor
blades 29.
As shown more clearly in FIGS. 2 and 3, the blocking device of the inflow
cross-section Z according to the invention is constructed and arranged
behind the front fan 7 or its last rotor blades 30, at a duct branching 8,
between the secondary duct 2 and the corresponding high-pressure
compressor 9 of the basic engine. In other words, in this case, the
above-mentioned inflow cross-section Z is therefore situated at an
interrupted section of the interior wall 1 of the exterior secondary duct
2.
Basically, the blocking device (FIG. 2) according to the invention
therefore comprises two rings 4, 5 which, in the inoperative position, are
pushed together in an intermediate housing 3 constructed as a flow
divider. For the blocking of the inflow cross-section Z the two rings 4, 5
are axially moved out of the intermediate housing 3 by different
distances, while contacting their mutual surfaces. The moved-out position
of the two intermediate rings 4, 5 is indicated by an interrupted line
contour, for example, in FIG. 2. As also shown in FIG. 2, in the effective
blocking position, the interior ring 5 which has axially moved out the
farthest, in each case, must have moved against a correspondingly sloped
exterior end surface of a stationary duct wall 6 by means of a sloped end
surface. In this manner, a smooth-surface aerodynamic transition from the
secondary duct 2 into the branching 8 is ensured at the corresponding
blocking point. According to FIG. 2, it is also particularly advantageous
for the rings 4, 5, in their telescoped inoperative position, inside the
concerned housing section 3, with one group of their two ends E1, E2 and
together with the adjacent surface sections of the intermediate housing 3,
to form a lug edge of the flow divider which aerodynamically is closed off
in an optimal manner.
FIG. 2 also shows a shaft 12 (starter shaft) of an engine apparatus support
which is arranged directly behind the intermediate housing 3 containing
the rings 4, 5. This shaft 12 extends obliquely from the front inside to
the rear outside through a supporting blade 13 at the high-pressure
compressor inlet, then through a section of an annulus R as well as
further through a supporting blade 14 penetrating the secondary duct 2. In
particular in view of such a shaft 12, a relatively small installation
volume is obtained which is available particularly axially for a device
operating according to the invention which therefore meets the necessary
requirements with respect to an extremely small, preferably axial
installation volume (in this respect, see particularly storage position in
the housing section 3). The above-mentioned shaft 12 may be connected with
a central miter gear K which is outlined schematically in FIGS. 2 and 3.
While otherwise the construction is basically the same, FIG. 3 embodies a
modification of FIG. 2 to the extent that the two rings 4', 5', in the
telescoped inoperative position form a locally graduated diagonal profile
as the flow divider with one group of their two ends E1', E2', together
with the adjacent surface sections of the pertaining intermediate housing
3'.
For implementing the invention within the scope of the embodiments
according to FIGS. 2 and 3 the rings 4, 5 and 4', 5' are simultaneously
driven at different adjusting speeds.
In comparison to the embodiments according to FIGS. 2 and 3, FIG. 4, in
particular, represents another basic modification of the device in that
the ring 5 which is radially on the inside with respect to the exterior
secondary duct 2 and which, during the axial adjustment, must cover the
longest moving path, is the only ring subjected to a driving adjustment.
This radially interior ring 5 subjects the remaining exterior ring 4 to a
pull-along movement by way of a groove-and-tongue connection or by way of
a groove-and-pin connection 23, 10.
In addition, it is clearly shown in FIGS. 2, 3 and 4 that the sloped end of
the duct wall 6 is a component of the respective duct branching 8 which
forms an annular air inflow duct 11 of the high-pressure compressor 9 of
the basic engine which is sloped from the top exterior to the bottom
interior in the direction of the engine axis with respect to the course of
the secondary duct.
According to FIG. 5, the adjusting force for a ring, for example 5 (FIG. 4)
or, for example, for both rings 4, 5 according to FIG. 2 can be
transmitted over the circumference of engine housing section by means of a
bendable shaft 15 or sections of this shaft 15, to several adjusting gears
16 and 16' which are arranged to be uniformly distributed over the
respective housing circumference. The mentioned adjusting gears 16 and 16'
may drive nuts 17, 18 of ball roller spindles 19, 20 which are rotatably
disposed in them and which, by way of pressure-tension rods 21 and 22
(FIG. 2 and 3) are to act separately on the two rings 4, 5 and 4'5'
respectively. By means of a different pitch of the concerned spindles 19
and 20, the rings may be provided with desirable different axially
adjusting speeds.
FIG. 6 embodies clearer details of a schematically outlined adjusting gear
16', specifically of that adjusting gear which is equipped in combination
with an adapted gear 39 which introduces and distributes the driving power
from shaft 38. According to FIG. 6, the motor-driven shaft 38 therefore
transmits the complete driving power, by way of bevel-crown-type toothed
wheels 40, 41, 42, on the one hand, to a toothed wheel 43 which is
centrally disposed in the adjusting gear 16' and which, on both sides,
meshes with toothed wheels 44 and 45, which sit on the respective nuts 17
and 18 of the ball roller spindles 19 and 20 and adjust the latter. The
above-mentioned exterior toothed wheels 44 and 45, by means of nuts 17 and
18, are each separately rotatable in the circumferential direction,
disposed at parallel mutual distances at the housing of the adjusting gear
16'. By way of the above-mentioned adapting gear 39 or central adapting
gear, a power distribution takes place on both sides in the
circumferential direction and a driving, by way of bendable shafts 15, to,
in each case, two other adjacent adjusting gears 16 (see also FIG. 7).
Compared to the configuration of the adjusting gear 16' according to FIG.
6, all other adjusting gears 16 differ, for example, according to FIG. 7,
in that a gear adapter part 39' is provided which has a reduced size. By
means of this adapter part 39', only a power transmission on the side of
the circumference takes place to the individual gears 16, in that the main
driving power fed by means of the adjusting gear 16' discussed above in
FIG. 6, by way of the sections of the bendable shaft 15 which are
correspondingly adjacent to the circumference side and by way of the
toothed wheel pairing 41, 42 relevant with respect to FIG. 6, is
correspondingly transmitted further to the central toothed wheel 43, etc.
FIGS. 2 and 3 also show clearly that the adjusting gear 16' which had been
discussed and explained more clearly with respect to FIG. 6, as also the
other adjusting gears 16 in which the ball roller spindles 19, 29 are in
each case disposed extending approximately in parallel to the engine axis,
are arranged preferably at a housing section of the engine which is part
of the interior wall 1 of the secondary duct 2.
FIGS. 2 and 3 also show that the drive and the adjusting devices of the two
rings 4, 5 and 4', 5' are arranged inside an annulus R between the
exterior secondary duct 2 and the basic engine, in this case, particularly
the high-pressure compressor 9 of the basic engine.
In a more detailed discussion of FIG. 4, it would still have to be noted
that, in the case of this embodiment, axial guide grooves 23 are provided
in the radially exterior ring 4 on its one side which end at its upstream
and downstream side. Springs situated at the downstream end of the
radially interior ring 5 or, in the illustrated case, pins 10, engage
movably for the moving-out or locking of the remaining ring 4 for the
purpose of a common inoperative position.
In addition, according to FIG. 4, the remaining ring 4, on the side facing
away from the radially interior ring 5, may be arranged to be movable by
means of springs or, as shown, by means of pins 10 in guiding grooves,
which are boundaries of the axial moving-out distance, of the intermediate
housing constructed as the flow divider.
Particularly, with respect to the engine concept according to FIG. 1, it
should be mentioned that the previously addressed blocking device formed
of rings may be provided in combination with an axially movable
mushroom-shaped slide 26 which is axially symmetrically connected behind
the basic engine. During an exclusive ramjet operation, the mentioned
slide 26 can block off an annular nozzle outlet opening 27 of the basic
engine with respect to the ram air flow which, in this case, flows in
downstream of the slide from the secondary duct 2. The mentioned blocking
position is indicated by a dash-dotted line, while the completely open
position of the nozzle opening developed opposite the slide 26 is shown by
the slide position indicated by drawn-out/solid lines. The mentioned slide
26 essentially has a contour which increases in the flow direction and
then decreases in a conical manner and which in a very general sense may
be considered to be drop-shaped. In this case, a central drive may be
provided for the slide 26, miter gears driving a central longitudinal
screw provided with a thread on which nuts are in turn disposed which, as
a result of the turning motion of the longitudinal screw, can be moved
axially back and forth and with local struttings axially adjustably act
upon the interior side of the slide 26. In this case, it would be
expedient to synchronously coordinate the blocking of the inflow
cross-section Z by means of the respective rings, such as 4, 5, with the
adjustment of the above-mentioned slide 26 in order to permit a continuous
blocking of the basic engine on the front and the rear side with the same
timing.
In view of the initially mentioned temperature-caused stress (up to
approximately 1,700 degrees C.) which occurs during the ramjet operation,
it is also provided according to the invention that the rings 4, 5 and 4',
5' in the blocking position and when the engine is switched to ramjet
operation may be cooled by air of the appropriate pressure bled from the
engine inlet, preferably in the manner of a film cooling. The required
cooling temperature of the bled air may be obtained by way of a heat
exchange process of this bled air with the fuel which is carried along,
such as hydrogen. The above-mentioned cooling film development along the
two fully extended rings 4, 5, is shown, for example, on the bottom of
FIG. 1, by means of the arrows F. Since the blades 28, 29 and 30 of the
fan 7 must also be cooled in the ramjet operation, it would be conceivable
that, for example, a part of the cooling air which is used for the cooling
of the last row or rotor blades 30 of the fan 7 is blown away from these
blades on the interior side and is blown out against the respective rings
4, 5 of the blocking device.
Within the scope of the basic idea of the invention, the blocking device
with the respective rings, such as 4, 5, may also be described as being of
a connecting link type.
Although the invention has been described and illustrated in detail, it is
to be clearly understood that the same is by way of illustration and
example, and is not to be taken by way of limitation. The spirit and scope
of the present invention are to be limited only by the terms of the
appended claims.
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